2016 Subaru WRX Review: Sandown Raceway weekender

If you've got $40,000 to spend on a practical sports car, the 2016 Subaru WRX seems to have a lot going for it. Four doors, five seats, a turbocharged engine and all-wheel drive. But just how good is it and how well can it handle a day on track? Sounds like the perfect reason to head to Sandown Raceway for another CarAdviceweekend warrior track test...

The all-new fourth-generation WRX doesn't get the STI's Brembo brakes, centre differential control or borderline rally-spec rear wing, but it does come standard with 18-inch alloy wheels, a boot-lip spoiler and a brand-new engine.

That’s right. Although the ‘new’ STI makes do with the same 2.5-litre four-cylinder engine carried over from the previous model, under the latest WRX’s mandatory bonnet scoop is an all-new direct-injection 2.0-litre ‘boxer’.

Producing 197kW of power at 5600rpm and 350Nm of torque between 2400-5200rpm – up 2kW and 7Nm from the third-gen WRX’s 2.5-litre unit – the new engine helps the all-paw WRX claim 0-100km/h in 6.0 seconds.

Actually 0.7s slower to triple figures than the old $39,990 five-speed manual WRX, the new ‘Rex’ is still brisk enough off the line to better the more expensive Volkswagen Golf GTI and identically priced Ford Focus ST – both front-wheel drives.

To find out how it performs lap after lap, though, we slide into the WRX’s red-stitched bucket seats and turn the key (a push-button start is reserved for the $44,890 WRX Premium).

Unfortunately, we can’t all own an Audi, Ferrari, Lamborghini, McLaren or Porsche, though, so we roll out of pit lane in our humble Subaru with our hands on the red-stitched leather steering wheel and half an eye on the dash-top-mounted digital boost gauge.

Starting the day with smooth, and relatively gentle, ‘warm-up’ laps – always a better option than pushing too hard, too early, and ending the first session in the kitty litter – two things immediately feel ‘right’ about the WRX: the notchy but accurate short-shift gearbox and how well its throw is matched to the excellently placed pedals.

The transmission doesn’t love to be ‘rushed’ through shifts, however, overall, the combination makes heel-and-toe shifting a breeze.

Steering is on the lighter side for a sports car, but the electrically-assisted system is consistent in its weighting and responsive to inputs.

As the number of laps rise, so does our speed and commitment. Pushing a little harder, the WRX’s standard two-piston caliper front, single-piston caliper rear brakes begin to expose themselves as a bit of a weak spot.

Now, the 3.1-kilometre Sandown circuit is notoriously hard on brakes, but while the 245mm-wide and 40-aspect Dunlop Sport Maxx RT tyres are just starting to warm up, the brakes (comprising 316mm ventilated discs up front and 286mm solid discs out back) are already moving beyond their optimum.

Helped by excellent grip from the Dunlop rubber, with Subaru’s famous symmetrical all-wheel-drive underpinnings, a viscous limited-slip centre differential and an active torque vectoring system on board, in the WRX, you can basically just point and shoot your way around the track.

Making the thing very straightforward to drive fast – though still a lot of fun – you can get away with simply arriving at a corner, tipping it in, spotting the corner exit, and planting the foot.

As expected with an all-wheel-drive car, over-drive the WRX a little, or throw in some throttle a touch too early, and you can induce some understeer. But any ‘push’ can be easily nullified by being patient and measuring throttle, brake and steering inputs.

Somewhat surprisingly - given the WRX’s 1469kg kerb weight - on track, its mass impacts more on braking performance than agility.

More laps in, and while the rest of the package is holding up extremely well to Sandown’s 13 turns and two high-speed straights, the brakes are urging us to back off and come in – or at least throw in several mid-session cool-down laps.

On the road, the Subaru’s 2.0-litre engine can be a little laggy under around 2500rpm, but hustling around the circuit, you so rarely drop to anywhere near those sort of revs, it’s simply not an issue.

Linear in its power delivery, the engine pulls strongly from 4000rpm all the way to its near-7000rpm rev limit, winding out to just shy of 190km/h in fifth gear at full noise.

Speaking of noise, while the classic WRX ‘boxer’ burble is still detectable, the standard engine and quad-exit exhaust aren’t quite able to offer the same aural delights as an old-school modified ‘Rexy’.

Claiming 9.2 litres per 100km on the combined cycle, our day’s end average skyrockets to 24L/100km – understandable, though, given the amount of wide open throttle used.

Standard brakes aside, for the 2016 Subaru WRX to offer the sort of performance and fun it does, for the price, is impressive. But to offer the level of outright ability it does, for the same money, really is quite remarkable.

And when you consider that its nearest genuine four- or all-wheel-drive rivals – such as the Audi S1 and Volkswagen Golf R – are priced above its STI sibling, the all-new Subaru WRX certainly has value on its side too.

As for our question of whether it can handle a day on track? Well, apart from some rather hot brakes, the new WRX not only enjoys them, it eats them up. It’s also another great example of an affordable sports car you can drive straight out of the showroom and onto the track.

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Hi David Nice review . With all respect just wondering How come you sit so far forward , looks like your knees hit the steering wheel .

Heisenberg6th Feb 2016

Upgrade the brakes and exhaust and it would still be cheaper than the STI.

Sher4th Feb 2016

The only thing I got out of this video is that the boot rattled harder than an earthquake as it was closed.

mixedfish5th Feb 2016

It's the license plate rattle.

Happyd00d4th Feb 2016

Glad to see a more accurate and shorter shift gear box, had the previous gen WRX, to me the gear box was the biggest let down and weakest link of the car(not that I have broke it though).

Would you say it's as good as the STI's now?

McF13rd Feb 2016

I do like the looks of the current WRX and STi, although I was very disappointed that it did not match the concept. It's a pity that they do not have a hatch.

BaaBaaBlackJeep4th Feb 2016

The WRX was $40k when launched in the early 90's, and an STi used to be over $60K

Now great value, with the gap closing to STi, with more power and six speed box, plenty to like

mixedfish5th Feb 2016

And still made in Gunma, Japan after all those years. Not some BS place like South Africa, Thailand, the Balkins etc

Steven2nd Feb 2016

Please lose the intrusive music. I'd rather hear what the car sounds like.

Happyd00d4th Feb 2016

It doesn't rumble anymore, well, not a Subaru rumble at least, you wouldn't realize if one drove past solely by the exhaust sound.

Denzo3rd Feb 2016

So no, "hey nice article, but I'd prefer it without music". Just straight to the point even if a bit rude. Internet - where everyone has no manners.

Please3rd Feb 2016

Steven did say "Please....". I also do prefer to hear the sound of the engine, whether it sounds like roaring thunder or a silent wind, rather than overlaying music.

DWSALT3rd Feb 2016

...well that looked like heaps of Fun. Good value indeed. Looking forward to David lapping Sandown in the Levorg. (...seriously Mr Nick Senior can you make it an option to swap the Levorg badges for WRX).

Can Kaplan2nd Feb 2016

my favorite sport sedan...

Buzz2nd Feb 2016

I have been asked many times to go to the track with a friend but I am worried about the brakes.I have pushed the car on a hot day and felt the brakes did not do its job. And this is normal roads can only imagine track.Would you recommend better pads or just a plain upgrade for the front brakes?

James Ward3rd Feb 2016

What state are you in Buzz?

Buzz3rd Feb 2016

I'm in Sydney, planning track day in March. First time doing it

BaaBaaBlackJeep4th Feb 2016

Where are you going? Marulan would be easier on your car than Wakefield, which is still heaps of fun and maximum 15 minutes. Only been for a sponsored V8Supercar drive at Eastern Creek but imagine it would be pretty hard on most street cars

David Zalstein3rd Feb 2016

Play nice, have fun and stay safe Buzz. Definitely look at getting some upgraded pads and fluid and maybe (not too pricey) some braided lines done too. Makes a world of difference.Also, worth you checking out a competition winner of ours' recent track day experience:http://www.caradvice.com.au...

Buzz3rd Feb 2016

Thanks David, had a read of the article and I can't wait to go. Sounds like a lot of fun. Will look at getting upgraded pads will be checking it out soon.

JayC2nd Feb 2016

The stock pads don't hold up well for more than 2 hot laps (better to be conservative) especially on tight tracks that don't allow the brakes to sufficiently cool down. Just remember to do a cool down lap after 2 laps and you'll be fine. I'm speaking from experience.

The stock rotors and calipers are OK for track use. To be better prepared for a track day, I suggest changing the brake pads & fluids capable of sustaining higher temperatures loads is enough. You don't need to go overboard.

Buzz3rd Feb 2016

Thanks jay, should I get spare pads for the day just in case?

JayC3rd Feb 2016

I occasionally participate on track days maybe twice a year, not that often. Therefore I had opted for pads which is a suitable cross over between street & track use. Bare in mind that these types of brakes pad may squeal a little when its cold and may be annoying during peak hour traffic.

If you have the luxury of time (and money), you could get pads specifically for track use and put the stocks back in for the street.

I normally do not have spare pads for the day and it's wise to check the pad wear before you begin tracking anyway.